Facility Requirements Chapter Three

Chapter Three Facility Requirements Chapter Three

Facility H. A. CLARK MEMORIAL FIELD Requirements

To properly plan for the future of H.A. accommodate forecast demands. Having Clark Memorial Field, it is necessary to established these facility requirements, translate forecast aviation demand into alternatives for providing these facilities the specific types and quantities of will be evaluated in Chapter Four to facilities that can adequately serve determine the most cost-effective and projected demand levels. This chapter efficient means for implementation. uses the results of the forecasts prepared in Chapter Two, as well as established planning criteria, to determine the PLANNING HORIZONS airfield (i.e., runways, taxiways, navigational aids, marking and lighting) The cost-effective, safe, efficient, and and landside (i.e., hangars, general orderly development of an airport aviation terminal, aircraft parking apron, should rely more upon actual demand at fueling, automobile parking and access) an airport than a time-based forecast facility requirements. figure. Thus, in order to develop a master plan that is demand-based rather The objective of this effort is to identify, than time-based, a series of planning in general terms, the adequacy of the horizon milestones have been existing airport facilities and outline established that take into consideration what new facilities may be needed as the reasonable range of aviation demand well as when they may be needed to projections.

3-1 Over time, the actual activity at the dited according to actual demand at airport may be higher or lower than any given time over the planning pe- the annualized forecast portrays. By riod. The resultant plan provides air- planning according to activity mile- port officials with a financially- stones, the resultant plan can accom- responsible and needs-based program. modate unexpected shifts or changes Table 3A presents the planning hori- in the aviation demand in a timely zon milestones for each activity de- fashion. The demand-based schedule mand category. These planning hori- provides flexibility in development, as zons assume the air tour operator sce- the schedule can be slowed or expe- nario presented in Chapter Two.

TABLE 3A Aviation Demand Planning Horizons H.A. Clark Memorial Field Short Term Intermediate Long Term 2005 (± 5 Years) Term (± 10 Years) (± 20 Years) ANNUAL OPERATIONS Itinerant 3,840 9,200 12,800 18,900 Local 360 800 1,800 2,900 TOTAL OPERATIONS 4,200 10,000 14,600 21,800 Based Aircraft 13 19 25 34

PEAKING general aviation transient ramp space CHARACTERISTICS requirements.

Airport capacity and facility needs • Design Hour - The peak hour within analyses typically relate to the levels the design day. of activity during a peak or design period. The periods used in developing It is important to note that only the the capacity analyses and facility re- peak month is an absolute peak within quirements in this study are as fol- a given year. All other peak periods lows: will be exceeded at various times during the year. However, they do repre- • Peak Month - The calendar month sent reasonable planning standards when peak volumes of aircraft opera- that can be applied without overbuild- tions occur. ing or being too restrictive.

• Design Day - The average day in the peak month. This indicator is easily Itinerant Operations derived by dividing the peak month Peak Periods operations by the number of days in a month. Without an airport traffic control tower, adequate operational informa- • Busy Day - The busy day of a typical tion is not available to directly deter- week in the peak month. This de- mine peak operational activity at the scriptor is used primarily to determine airport. Therefore, peak period fore-

3-2 casts have been determined according This ratio can be expected to decline to trends experienced at similar air- as activity increases and becomes ports. Typically, the peak month for more balanced throughout the week. activity at general aviation airports Design hour operations were esti- approximates 10 to 15 percent of the mated at 30 percent of design day op- airport’s annual operations. Peak erations in 2005. This percentage can month itinerant operations and total also be expected to decline slightly as operations were estimated at 12 per- activity increases over the long term. cent of total annual operations. Cur- Table 3B summarizes the peak opera- rent busy day operations were calcu- tions forecast for the airport. lated as 1.5 times design day activity.

TABLE 3B Peaking Characteristics H.A. Clark Memorial Field Short Intermediate Long 2005 Term (± 5 Years) Term (± 10 Years) Term (± 20 Years) OPERATIONS Itinerant Annual 3,840 9,200 12,800 18,900 Peak Month 461 1,104 1,536 2,268 Design Day 15 36 50 73 Busy Day 22 50 67 95 Design Hour 4 10 13 18 Total Airport Annual 4,200 10,000 14,600 21,800 Peak Month 504 1,200 1,752 2,616 Design Day 16 39 57 84 Design Hour 5 11 15 20

AIRFIELD CAPACITY mum level of aircraft operations that can be accommodated in a year. A demand/capacity analysis measures the capacity of the airfield facilities Pursuant to FAA guidelines detailed (i.e., runways and taxiways) in order in the FAA Advisory Circular (AC to identify a plan for additional devel- 150/5060-5, Airport Capacity and De- opment needs. The capacity of the air- lay, the annual service volume of a field is affected by several factors, in- single runway configuration is ap- cluding airfield layout, meteorological proximately 230,000 operations at conditions, aircraft mix, runway use, general aviation airports similar to aircraft arrivals, aircraft touch-and-go H.A. Clark Memorial Field. Since the activity, and exit taxiway locations. forecasts for the airport indicate that An airport’s airfield capacity is ex- activity throughout the planning pe- pressed in terms of its annual service riod will remain well below 230,000 volume (ASV). Annual service volume annual operations, the capacity of the is a reasonable estimate of the maxi- existing airfield system will not be

3-3 reached, and the airfield is expected to related facilities, while airplane wing- accommodate the forecasted opera- span primarily relates to separation tional demands. Therefore, no addi- criteria involving taxiways, taxilanes, tional runways or taxiways are needed and landside facilities. for capacity reasons. According to FAA Advisory Circular (AC) 150/5300-13, Airport Design, an CRITICAL AIRCRAFT aircraft's approach category is based upon 1.3 times its stall speed in land- The selection of appropriate FAA de- ing configuration at that aircraft's sign standards for the development maximum certificated weight. The and location of airport facilities is five approach categories used in air- based primarily upon the characteris- port planning are as follows: tics of the aircraft which are currently using or are expected to use the air- Category A: Speed less than 91 knots. port. The critical design aircraft is defined as the most demanding category Category B: Speed 91 knots or more, of aircraft, or family of aircraft, which but less than 121 knots. conducts at least 500 itinerant operations per year at the airport. Planning Category C: Speed 121 knots or more, for future aircraft use is of particular but less than 141 knots. importance since design standards are used to plan separation distances be- Category D: Speed 141 knots or more, tween facilities. These future stan- but less than 166 knots. dards must be considered now to ensure that short term development does Category E: Speed greater than 166 not preclude the long term potential knots. needs of the airport. The airplane design group (ADG) is The FAA has established a coding sys- based upon the aircraft’s wingspan. tem to relate airport design criteria to The six ADGs used in airport planning the operational and physical charac- are as follows: teristics of aircraft expected to use the airport. This airport reference code Group I: Up to but not including 49 (ARC) has two components: the first feet. component, depicted by a letter, is the aircraft approach category and relates Group II: 49 feet up to but not in- to aircraft approach speed (operational cluding 79 feet. characteristic); the second component, depicted by a Roman numeral, is the Group III: 79 feet up to but not in- airplane design group and relates to cluding 118 feet. aircraft wingspan (physical characteristic). Generally, aircraft approach Group IV: 118 feet up to but not in- speed applies to runways and runway- cluding 171 feet.

3-4 Group V: 171 feet up to but not in- Cessna aircraft, although numerous cluding 214 feet. other aircraft makes and models are based at the airport. Group VI: 214 feet or greater. The aviation demand forecasts pro- Exhibit 3A summarizes representa- jected the mix of aircraft to use the tive aircraft by ARC. airport to consist of mainly the single- engine and multi-engine piston- The FAA advises designing airfield powered aircraft which fall within Ap- facilities to meet the requirements of proach Categories A and B and ADGs the airport’s most demanding aircraft, I and II. The turboprop aircraft pro- or critical aircraft. An aircraft or jected to base at the airport in the fu- group of aircraft within a particular ture would also fall within similar Approach Category or ADG must con- categories. While two turbojet aircraft duct more than 500 operations annu- are projected to base at the airport by ally to be considered the critical design the end of the planning period, busi- aircraft. In order to determine facility ness jet aircraft can include a wide requirements, an ARC should first be range of Approach Categories and determined, and then appropriate air- ADGs. The newest microjets being port design criteria can be applied. developed fall within ARC A-I. The This begins with a review of aircraft most common business jet in use to- currently using the airport and those day, the Cessna Citation, falls within expected to use the airport through ARC B-II. Some larger business jets the planning period. H.A. Clark Me- fall within ARCs C-I, C-II, D-I, and D- morial Field is currently used by a va- II. riety of general aviation aircraft. General aviation aircraft using the While business jet use of the airport is airport include single and multi- expected to increase in the future, it is engine aircraft less than 12,500 not expected that aircraft in Approach pounds, which fall within Approach Category C or D will conduct 500 or Categories A and B and ADG I. Occa- more annual operations at the airport sionally, aircraft in ADG II use the in the future. Aircraft in these ap- airport (such as the Beechcraft King proach categories have conducted less Air 200). Turbojet aircraft use the than 10 total operations since 2003 at airport very infrequently. A review of the airport. completed instrument flight plans for calendar years 2003, 2004, 2005, and The previous master plan established the first quarter of 2006 reveal that the ARC B-III design standards for turbojet aircraft conducted less than the airport in anticipation of larger 10 operations annually during this pe- aerial tour operator aircraft. The cur- riod. rent airfield is designed to ARC B-III standards. This Master Plan recog- All based aircraft currently fall within nizes the potential for the establish- ARC A-I and ARC B-I. Representative ment of an air tour operation during based aircraft include single-engine the period of this Master Plan. There-

3-5 • Beech Baron 55 A-I • Beech Bonanza C-I, D-I • Cessna 150 • Beech 400 04MP12-3A-11/9/07 • Cessna 172 • Lear 25, 31, 35, 45, • Cessna Citation 55, 60 Mustang • Israeli Westwind • Eclipse 500 • HS 125-400, 700 • Piper Archer • Piper Seneca

less than • Cessna Citation III, 12,500 lbs. • Beech Baron 58 B-IB-I less than C-II, D-II VI, VIII, X 12,500 lbs. • Beech King Air 100 • Gulfstream II, III, IV • Cessna 402 • Canadair 600 • Cessna 421 • ERJ-135, 140, 145 • Piper Navajo • CRJ-200, 700, 900 • Piper Cheyenne • Embraer Regional Jet • Swearingen Metroliner • Lockheed JetStar • Cessna Citation I • Super King Air 350

less than 12,500 lbs. • ERJ-170, 190 B-II C-III, D-III • Boeing Business Jet • B 727-200 • Super King Air 200 • B 737-300 Series • Cessna 441 • MD-80, DC-9 • DHC Twin Otter • Fokker 70, 100 • A319, A320 • Gulfstream V • Global Express

over 12,500 lbs. C-IV, D-IV B-I, B-II • Super King Air 300 • B-757 • Beech 1900 • B-767 • Jetstream 31 • C-130 • Falcon 10, 20, 50 • DC-8-70 • Falcon 200, 900 • DC-10 • Citation II, III, IV, V • MD-11 • Saab 340 • L1011 • Embraer 120

A-III, B-III • DHC Dash 7 D-V • DHC Dash 8 • DC-3 • Convair 580 • B-747 Series • Fairchild F-27 • B-777 • ATR 72 • ATP

H. A. CLARK MEMORIAL FIELD Note: Aircraft pictured is identified in bold type.

Exhibit 3A AIRPORT REFERENCE CODES fore, even though the majority of ARC A-II and B-II; 16 knots (18 mph) based aircraft are expected to fall for ARC A-III, B-III, and C-I through within ARC B-II or below in the fu- D-II; and 20 knots (23 mph) for ARC ture, H.A. Clark Memorial Field C-III through D-IV. should maintain the ARC B-III design standards through the planning pe- H.A. Clark Memorial Field does not riod. have ten years of wind data collected from its AWOS; therefore, wind data collected from the Flagstaff Pulliam AIRFIELD Airport was used to produce a wind REQUIREMENTS rose for H.A. Clark Memorial Field. The most recent ten years of wind The analyses of the operational capac- data from the Flagstaff Pulliam Air- ity and the critical design aircraft are port at the time of this analysis was used to determine airfield needs. This 1993-2002. This data is graphically includes runway configuration, dimen- depicted on the wind rose in Exhibit sional standards, and pavement 3B. Runway 18-36 provides 96.1 per- strength, as well as navigational aids cent coverage for 10.5 knot cross- and lighting. winds, 98.4 percent coverage for 13 knot crosswinds, 99.7 percent coverage for 16 knot crosswinds, and 99.9 per- RUNWAY CONFIGURATION cent coverage for 20 knot crosswinds. Thus, the existing runway configuration has adequate wind coverage for Key considerations in the runway con- all sizes and speeds of aircraft. For figuration of an airport involve the ori- this reason, an additional runway for entation for wind coverage and the op- crosswind purposes is not necessary. erational capacity of the runway system. The airfield capacity analysis indicated that additional airfield capacity will not need to be considered RUNWAY DIMENSIONAL through the long-term planning hori- REQUIREMENTS zon. Runway dimensional standards in- FAA Advisory Circular 150/5300-13, clude the length and width of the Change 9, Airport Design, recom- runway, as well as the dimensions as- mends that a crosswind runway sociated with runway safety areas and should be made available when the other clearances. These requirements primary runway orientation provides are based upon the design aircraft, or less than 95 percent wind coverage for group of aircraft. The runway length any aircraft forecast to use the airport must consider the performance char- on a regular basis. The 95 percent acteristics of individual aircraft types, wind coverage is computed on the ba- while the other dimensional standards sis of the crosswind component not ex- are generally based upon the most ceeding 10.5 knots (12 mph) for ARC critical airport reference code expected A-I and B-I; 13 knots (15 mph) for to use the runway. The dimensional 3-6 standards are outlined for the plan- Fahrenheit. The gradient for Runway ning period for the primary runway. 18-36 is 1.0 percent.

Table 3C outlines the runway length Runway Length requirements for various classifications of general aviation aircraft spe- The aircraft performance capability is cific to H.A. Clark Memorial Field. a key factor in determining the run- These were derived utilizing the FAA way length needed for takeoff and Airport Design Computer Program. landing. The performance capability This program uses performance fig- and, subsequently, the runway length ures provided in AC 150/5325-4B, requirement of a given aircraft type Runway Length Requirements for Air- can be affected by the elevation of the port Design. These runway lengths airport, the air temperature, the gra- are based upon groupings or “families” dient of the runway, and the operating of aircraft. As discussed earlier, the weight of the aircraft. runway design required should be based upon the most critical family of The airport elevation at H.A. Clark aircraft with at least 500 annual op- Memorial Field is 6,685 feet above erations. As noted above, this in- mean sea level (MSL). The mean cluded general aviation aircraft within maximum daily temperature during ARC B-II. the hottest month is 83.7 degrees

TABLE 3C General Aviation Runway Length Requirements H.A. Clark Memorial Field AIRPORT AND RUNWAY DATA Airport elevation...... 6,685 feet Mean daily maximum temperature of the hottest month ...... 83.7 F Maximum difference in runway centerline elevation ...... 60 feet Wet runway RUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGN Small airplanes with less than 10 passenger seats 75 percent of these small airplanes...... 5,700 feet 95 percent of these small airplanes...... 8,000 feet 100 percent of these small airplanes...... 8,000 feet Small airplanes with 10 or more passenger seats...... 8,000 feet

Large airplanes of 60,000 pounds or less 75 percent of these large airplanes at 60 percent useful load ...... 7,900 feet 75 percent of these large airplanes at 90 percent useful load...... 9,200 feet 100 percent of these large airplanes at 60 percent useful load ...... 11,600 feet 100 percent of these large airplanes at 90 percent useful load ...... 11,600 feet Chapter Two of AC 150/5325-4B, Runway Length Requirements for Airport Design, no changes included.

3-7 Small aircraft are defined as aircraft would require a runway length of weighing 12,500 pounds or less. Small 8,000 feet. According to the FAA airplanes make up the vast majority of planning guidance, this is also the general aviation activity at H.A. Clark same length recommended to accom- Memorial Field and most other gen- modate 100 percent of the small air- eral aviation airports. In particular, plane fleet. Thus, Runway 18-36 piston-powered aircraft make up the should be planned to be extended to majority of the small airplane opera- 8,000 feet in the long-term planning tions. horizon.

According to the table, the present This length should also be sufficient to runway length of 6,000 feet is ade- accommodate any potential air tour quate to accommodate 75 percent of operators. The largest aircraft cur- these small airplanes. FAA Advisory rently used regularly in Grand Can- Circular 150/5325-4B recommends yon air tour service in the region is the that airports such a H.A. Clark Me- De Havilland Twin Otter (DH6). This morial Field be designed to at least aircraft requires less than 5,000 feet serve 95 percent of small airplanes. for takeoff at the temperature and al- The advisory circular further defines titude of H.A. Clark Memorial Field. the fleet categories as follows: Other aircraft used in air tour operations are single-engine and multi- • 95 Percent of Small Airplane engine piston-powered aircraft. Their Fleet: Applies to airports that are runway length requirements are in- primarily intended to serve medium- cluded in the runway length defined sized population communities with a above. diversity of usage and a greater potential for increased aviation activities. An extension to Runway 18-36 is in- This category also includes airports cluded in this Master Plan for plan- that are primarily intended to serve ning purposes only. This is to aid in low-activity locations, small popula- local land use planning to ensure that tion communities, and remote recrea- appropriate land use measures are put tional areas. into place to allow for this extension in the future if it is needed. By planning • 100 Percent of Small Airplane for an 8,000-foot runway, the City and Fleet: This type of airport is primar- County can take appropriate measures ily intended to serve communities lo- to ensure that there are no hazards or cated on the fringe of a metropolitan obstacle penetrations to the 14 Code of area or a relatively large population Federal Regulations (CFR) Part 77 community remote from a metropoli- airspace in the future that could pre- tan area. vent the extension, and to allow for compatible land use to be planned in Based upon these definitions, H.A. the extended runway ap- Clark Memorial Field falls within the proach/departure area. The Airport 95 percent fleet category. At the air- Disclosure Map that will be developed port’s temperature and elevation, this for this Master Plan will assume the

3-8 potential for this extension at the air- 3D outlines key dimensional stan- port in the future. Separate justifica- dards for the airport reference codes tion for constructing the runway ex- most applicable to H.A. Clark Memo- tension will likely be required outside rial Field, both now and in the future. this Master Plan at the time of implementation. This justification will The runway should be planned to need to identify those specific users maintain critical ARC, which is B-III. that require a longer runway to oper- ate at the airport. This type of justifi- The following considers those areas cation is generally built upon letters of where standards will need to be met support from the specific users requir- on the existing Runway 18-36: ing the runway extension. Runway Width – The current width of Runway 18-36 (100 feet) meets the Pavement Strength 100-foot design requirement for ARC B-III. An important feature of airfield pavement is the ability to withstand re- Runway Safety Area – The runway peated use by aircraft of significant safety area (RSA) is defined in FAA weight. Runway 18-36 is strength- Advisory Circular 150/5300-13, rated at 15,000 pounds single wheel Change 9, Airport Design, as a surface loading (SWL). This is generally ade- surrounding the runway, prepared or quate for current use. As larger and suitable for reducing the risk of dam- heavier multi-engine, turboprop and age to airplanes in the event of an business jet use increases, the pave- overshoot, undershoot, or excursion ment should be strengthened up to from the runway. The RSA is cen- 30,000 SWL and 60,000 pounds dual tered on the runway and extends be- wheel loading (DWL) to accommodate yond either end. The FAA requires these heavier aircraft. the RSA to be cleared and graded, drained by grading or storm sewers, capable of accommodating fire and Dimensional rescue vehicles, and free of obstacles Design Standards not fixed by navigational purpose.

Runway dimensional design standards The RSA standard for Category B-III define the widths and clearances re- aircraft is 400 feet wide and extends quired to optimize safe operations in 800 feet beyond each runway end. the landing and takeoff area. These The existing airport layout should al- dimensional standards vary depending low these standards to be met without upon the ARC for the runway. Table affecting any existing airport facilities.

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TABLE 3D Airfield Design Standard H.A. Clark Memorial Field Runway 18-36 Airport Reference Code (ARC) Available (ft.) B-II (ft.) B-III (ft.) Runway Width 100 75 100 Runway Safety Area Width 300 150 400 Length Beyond End 300 300 800 Runway Object Free Area Width 800 500 800 Length Beyond End 300 300 800 Runway Blast Pad Width N/A 95 140 Length N/A 150 200 Runway Centerline to: Holding Position 200 200 200 Parallel Taxiway 400 240 400 Taxiway Width 35 35 50 Taxiway Centerline to: Fixed or Moveable Object 93 65.5 93 Parallel Taxilane N/A 105 152 Taxilane Centerline to: Fixed or Moveable Object 50 57.5 81 Parallel Taxilane 140 97 140 Runway Protection Zones - One mile or greater visibility Inner Width 500 500 500 Length 1,000 1,000 1,000 Outer Width 700 700 700 Not Lower than ¾ mile Inner Width 500 1,000 1,000 Length 1,000 1,700 1,700 Outer Width 700 1,510 1,510 Lower than ¾ mile Inner Width 500 1,000 1,000 Length 1,000 2,500 2,500 Outer Width 700 1,750 1,750 * Boldface indicates standards not met.

Runway Object Free Area – The safety area (RSA) edge elevation, object free area (OFA) is an area cen- unless the object is fixed by a function tered on the runway to enhance the serving air or ground navigation. safety of aircraft operations by having an area free of objects, except for ob- For ARC B-III, the OFA extends for jects that need to be located in the 800 feet beyond the runway end, and OFA for air navigation or ground ma- has a width of 800 feet. Runway 18-36 neuvering purposes. The OFA must meets the width standard but cur- provide clearance of all ground-based rently only extends 300 feet beyond objects protruding above the runway the runway ends. This will need to be

3-10 extended to the full 800 feet to comply future if instrument approach proce- with B-III design standards in the fu- dures had visibility minimums less ture. than one mile.

Aircraft Holding Positions – The current hold positions for Runway 18- TAXIWAY REQUIREMENTS 36 are marked 200 feet from the runway centerline. The standard for ARC Taxiways are constructed primarily to B-III is 200 feet. These hold positions facilitate aircraft movements to and are adequate for the long term. from the runway system. Some taxiways are necessary simply to provide Runway Protection Zones – The access between the aprons and run- runway protection zone (RPZ) is an ways, whereas other taxiways become area off the runway end that enhances necessary as activity increases at an the protection of people and property airport to provide safe and efficient on the ground. This is best achieved use of the airfield. through airport owner control over the RPZs. Such control includes main- As detailed in Chapter One, Runway taining RPZ areas clear of incompati- 18-36 is served by a full-length paral- ble objects and activities. lel taxiway with a total of five exit taxiways. Table 3D outlines the The RPZ is trapezoidal in shape and is runway to taxiway centerline separa- centered on the extended runway cen- tion standards for ARC B-II and B-III. terline. The dimensions of the RPZ Parallel Taxiway A meets separation are a function of the critical aircraft standards for up to ARC B-III. and the approach visibility minimums associated with the runway. All ap- Exit taxiways provide a means to en- proaches to the airport now are visual ter and exit the runways at various as there are no designated instrument points on the airfield. The type and approach procedures for the airport. number of exit taxiways can have a The establishment of an instrument direct impact on the capacity and effi- approach procedure at the airport ciency of the airport as a whole. Run- might not change the size of the RPZ. way 18-36 has a total of five exit taxi- An instrument approach procedure ways on the east side of the runway. with visibility minimums as low as Exit taxiways are most effective when one mile could be developed for the planned at least 800 feet apart. Each airport and the size of the RPZ would of Runway 18-36’s exit taxiways are not change. Table 3D depicts the spaced 800 feet or more from each RPZ requirements for runway ends other. Potential locations for new exit equipped with low-visibility instru- taxiways that may improve capacity or ment approach procedures. Based efficiency will be examined in Chapter upon the capabilities of any instru- Four. ment approach procedures developed in the future, the RPZs for each run- Dimensional standards for the taxiway end would become larger in the ways are depicted on Table 3D.

3-11 Taxiway width and clearance stan- Instrument Approach dards are based upon the ADG for a Procedures particular runway or taxiway. For Runway 18-36, all taxiways must meet Instrument approach procedures con- ADG II standards. The parallel taxi- sist of a series of predetermined ma- ways and exit taxiways for Runway neuvers established by the FAA for 18-36 are 35 feet wide. These taxi- navigation during inclement weather ways will need to be widened to 50 feet conditions. Currently, there are no to meet the ADG III standard. Table established instrument approach pro- 3D summarizes the clearance stan- cedures for H.A Clark Memorial Field. dards that should be considered in fu- Therefore, during those times when ture development. visibility drops below three miles and/or cloud ceilings are below 1,000 Holding aprons improve the efficiency feet MSL, the airport is essentially of the taxiway system by allowing an closed to arrivals. area of the taxiway for aircraft to pre- pare for departure. This allows air- A GPS modernization effort is under- craft ready for departure to by-pass way by the FAA and focuses on aug- these aircraft. A holding apron should menting the GPS signal to satisfy re- be planned for each runway end. quirements for accuracy, coverage, availability, and integrity. For civil aviation use, this includes the contin- NAVIGATIONAL AIDS AND ued development of the Wide Area INSTRUMENT APPROACH Augmentation System (WAAS), which PROCEDURES was initially launched in 2003. The WAAS uses a system of reference sta- Navigational Aids tions to correct signals from the GPS satellites for improved navigation and Navigational aids are electronic de- approach capabilities. Where the non- vices that transmit radio frequencies WAAS GPS signal provides for en- which properly equipped aircraft and route navigation and limited instru- pilots translate into point-to-point ment approach (lateral navigation) guidance and position information. capabilities, WAAS provides for ap- The very high frequency omnidirec- proaches with both course and vertical tional range (VOR), Global Positioning navigation. This capability was his- System (GPS), and LORAN-C are torically only provided by an instru- available for pilots to navigate to and ment landing system (ILS), which re- from H.A Clark Memorial Field. quires extensive on-airport facilities. These systems are sufficient for navi- The WAAS upgrades are expected to gation to and from the airport; there- allow the development of approaches fore, no other navigational aids are to most airports with cloud ceilings as needed at the airport. low as 200 feet above the ground and visibilities restricted to one-half mile, after 2015.

3-12 Nearly all new instrument approach sist pilots in locating the airport dur- procedures developed in the United ing night or poor weather conditions, States are being developed with GPS. as well as assist in the ground move- GPS approaches are currently catego- ment of aircraft. rized as to whether they provide only lateral (course) guidance or a combi- nation of lateral and vertical (descent) Identification Lighting guidance. An approach procedure with vertical guidance (APV) GPS ap- The location of an airport at night is proach provides both course and de- universally indicated by a rotating scent guidance. A lateral navigation beacon. The rotating beacon at the approach (LNAV) approach only pro- airport is located on the top of a metal vides course guidance. In the future, tower east of Runway 18-36. The ro- as WAAS is upgraded, precision ap- tating beacon is sufficient and should proaches similar in capability to the be maintained through the planning existing ILS will become available. period. These approaches are currently cate- gorized as the Global Navigation Sat- ellite System Landing System (GLS). Runway and Taxiway Lighting A GLS approach may be able to provide for approaches with one-half-mile The medium intensity runway edge visibility and 200-foot cloud ceilings. lighting (MIRL) currently available A GLS would be implemented in lieu along Runway 18-36 will be adequate of an ILS approach. for the planning period. The taxiway system does not currently have a Since both course guidance and de- lighting system. In the short term, scent information is desirable for an medium intensity taxiway lights instrument approach to H.A Clark (MITL) should be planned for all taxi- Memorial Field and GPS does not re- ways. quire the installation of costly navigation equipment at the airport, a GLS should be planned to the Runway 36 Airfield Signs end. An APV approach with one-mile visibility minimums is appropriate to Airfield signage assists pilots in iden- Runway 18. tifying their location on the airport. Signs located at intersections of taxiways provide crucial information to AIRFIELD LIGHTING, avoid conflicts between moving air- MARKING, AND SIGNAGE craft and potential runway incursions. Directional signage also instructs pi- There are a number of lighting and lots as to the location of taxiways and pavement marking aids serving pilots apron areas. This directional signage using the H.A. Clark Memorial Field. is sufficient and should be maintained These lighting and marking aids as- through the planning period.

3-13 Visual Approach Lighting pilots of the length of runway remaining. In most instances, the landing phase of any flight must be conducted in visual conditions. To provide pilots with Pilot-Controlled Lighting visual guidance information during landings to the runway, electronic vis- H.A. Clark Memorial Field is equipped ual approach aids are commonly pro- with pilot-controlled lighting (PCL). vided at airports. Each end of Run- PCL allows pilots to control the inten- way 18-36 is currently equipped with sity of the runway lighting using the a precision approach path indicator radio transmitter in the aircraft. PCL (PAPI-2). These lighting systems also provides for more efficient use of should be upgraded to PAPI-4s to bet- airfield lighting energy. A PCL system ter suit large aircraft operations in the turns the airfield lights off or to a future. lower intensity when not in use. Simi- lar to changing the intensity of the lights, pilots can turn up the lights us- Approach and Runway End ing the radio transmitter in the air- Identification Lighting craft. This system should be maintained through the planning period. Runway end identifier lights (REILs) The PAPIs and REILs should be are flashing lights located at each run- added to the PCL system, along with way end that facilitate identification future taxiway lighting. of the runway end at night and during poor visibility conditions. REILs provide pilots with the ability to identify Pavement Markings runway ends and distinguish the runway end lighting from other lighting In order to facilitate the safe move- on the airport and in the approach ar- ment of aircraft about the field, air- eas. REILs are installed at each end ports use pavement markings, light- of Runway 18-36. These lighting aids ing, and signage to direct pilots to should be maintained through the their destinations. Runway markings planning period. To support a GLS are designed according to the type of approach to Runway 36, a medium in- instrument approach available on the tensity approach lighting system with runway. FAA Advisory Circular runway alignment indicator lights 150/5340-1H, Marking of Paved Areas (MALSR) will be required. on Airports, provides the guidance necessary to design airport markings.

Distance Remaining Signs Runway 18-36 currently has nonprecision markings. Nonprecision runway Distance remaining signage should be markings identify the runway center- planned for Runway 18-36. These line, threshold, aiming point, and des- lighted signs are placed in 1,000-foot ignation. These markings are suffi- increments along the runway to notify cient for an APV approach to Runway 18. Precision markings would be re-

3-14 quired for a GLS approach to Runway WEATHER REPORTING 36. Precision markings identify the runway designation, centerline, The airport has a lighted wind cone threshold, aiming point, touchdown that provides pilots with information zone, and provide side strips. about wind conditions. A segmented circle provides traffic pattern informa- Holdlines need to be marked on all tion to pilots. These facilities are suf- taxiways connecting to the runway. ficient and should be maintained in The holdlines are currently required to the future. be placed 200 feet from the runway centerline. These markings assist in The airport is equipped with an reducing runway incursions as aircraft AWOS. The AWOS provides auto- must remain behind the holdline until mated weather observations 24 hours taking the active runway for depar- per day. The system updates weather ture. observations every minute, continu- ously reporting significant weather Taxiway and apron areas also require changes as they occur. The AWOS re- marking to assure that aircraft re- ports cloud ceiling, visibility, tempera- main on the pavement and clear of ture, dew point, wind direction, wind any objects located along the taxi- speed, altimeter setting (barometric way/taxilane. Yellow centerline pressure), and density altitude (air- stripes are currently painted on all field elevation corrected for tempera- taxiway and apron surfaces at the air- ture). The AWOS is sufficient and port to provide assistance to pilots in should be maintained through the taxiing along these surfaces at the planning period. airport. Besides routine maintenance, these markings will be sufficient through the planning period. REMOTE COMMUNICATIONS FACILITIES

HELIPADS H.A. Clark Memorial Field is not currently equipped with a remote com- The airport does not have a designated munications outlet (RCO). It is rec- helipad on the main apron area. Heli- ommended that an RCO be added to copters utilize the same areas as fixed- the airport. An RCO would provide wing aircraft. Helicopter and fixed- pilots with a direct communication wing aircraft should be segregated to link to the Albuquerque Air Route the extent possible. Facility planning Traffic Control Center. This commu- should include establishing a desig- nication link facilitates the opening nated transient helipad at the airport, and closing of flight plans. including providing up to two parking positions. Lighting should be provided to allow safe operation to the helipad at night.

3-15 AIRPORT TRAFFIC CONTROL 5. The airport must meet the benefit- cost ratio criteria utilizing three H.A. Clark Memorial Field does not consecutive FAA annual counts have an operational airport traffic con- and projections of future traffic trol tower (ATCT); therefore, no for- during the expected life of the mal terminal air traffic control ser- tower facility. (An FAA annual vices are available at the airport. Es- count is a fiscal year or a calendar tablishment of an ATCT is governed year activity summary. Where ac- by Title 14 of the Code of Federal tual traffic counts are unavailable Regulation (CFR) Part 170, Estab- or not recorded, adequately docu- lishment and Discontinuance Criteria mented FAA estimates of the for Air Traffic Control Services and scheduled and nonscheduled activ- Navigational Facilities. ity may be used.)

14 CFR Part 170.13 Airport Traffic An airport meets the establishment Control Tower (ATCT) Establishment criteria when it satisfies the criterion Criteria, provides the general criteria above and its benefit-cost ratio equals along with general facility establish- or exceeds one. The benefit-cost ratio ment standards that must be met be- is the ratio of the present value of the fore an airport can qualify for an ATCT life cycle benefits (BPV) to the ATCT. These are as follows: present value of ATCT life cycle costs (CPV). 1. The airport, whether publicly or privately owned, must be open to The benefits of establishing an ATCT and available for use by the public result from the prevention of aircraft as defined in the Airport and Air- collisions, the prevention of other type way Improvement Act of 1982; of preventable accidents, reduced fly- ing time, emergency response notifica- 2. The airport must be recognized by tion, and general security oversight. and contained within the National Benefits from preventable collisions Plan of Integrated Airport Sys- are further broken down into mid-air tems; collisions, airborne-ground collisions, and ground collisions. Data collected 3. The airport owners/authorities for analyzing the establishment of an must have entered into appropri- ATCT include scheduled and non- ate assurances and covenants to scheduled commercial service, and guarantee that the airport will non-commercial traffic which includes continue in operation for a long military operations. enough period to permit the amor- tization of the ATCT investment; Since the cost data fluctuates each year based on new control tower op- 4. The FAA must be furnished ap- erational cost estimates, development propriate land without cost for cost estimates, and aircraft opera- construction of the ATCT; and; tional costs, the benefit/costs analysis

3-16 ratios change frequently and cannot HANGARS be readily determined for the airport in the future The FAA has sole au- The demand for hangar facilities typi- thority over the benefit/cost analysis. cally depends on the number and type Therefore, any analysis must be com- of aircraft expected to be based at the pleted by FAA staff and cannot be de- airport. Hangar facilities are gener- veloped independently for this Master ally classified as T-hangars, and con- Plan. ventional hangars. Conventional hangars can include individual hangars or The airport is not expected to reach multi-aircraft hangars. These differ- annual operational levels that support ent types of hangars offer varying lev- FAA ATCTs at other airports across els of privacy, security, and protection the country. Therefore, the FAA- from the elements. funded construction and operation of an ATCT at the airport is unlikely. Demand for hangars varies with the However, this does not prevent the es- number of aircraft based at the air- tablishment of an ATCT funded locally port. Another important factor is the or through a federal cost sharing pro- type of based aircraft. Smaller single- gram. Therefore, while the airport is engine aircraft usually prefer T- not expected to qualify for an ATCT, hangars, while larger business jets for planning purposes, the alterna- will prefer conventional hangars. tives analysis will examine alternative Rental costs will also be a factor in the locations for the construction of an choice. ATCT at the airport. The airport has three T-hangar storage facilities, providing three storage LANDSIDE FACILITIES units. T-hangar space available at the airport totals approximately 1,650 Landside facilities are those necessary square feet for aircraft storage. for handling general aviation aircraft Analysis of future T-hangar require- and passengers while on the ground. ments, as depicted on Table 3E, indi- This section is devoted to identifying cates that additional T-hangar posi- future landside facility needs during tions will be needed as the number of the planning period for the following based aircraft grows. types of facilities normally associated with general aviation terminal areas: There are currently seven conventional general aviation hangars on the • Hangars airport totaling approximately 19,750 • Aircraft Parking Apron square feet. This type of hangar is • General Aviation Terminal typically used to store multiple air- Services craft or one or more corporate aircraft.

3-17 However, the majority of the conven- gar area. It should be noted that FBO tional hangars at H.A. Clark Memo- hangars are cross-utilized for storage rial Field are used to store a single and aircraft maintenance. They are aircraft. Conventional hangar space also sometimes used to store transient will need to be planned to at least ac- aircraft overnight. commodate the turbine aircraft forecast to base at H.A. Clark Memorial Table 3E compares the existing han- Field. gar space to the future hangar requirements. It is evident from the ta- Requirements for maintenance and ble that there is a need for additional fixed base operator (FBO) hangar area enclosed hangar storage space were estimated at 20 percent of the throughout the planning period. total T-hangar and conventional han-

TABLE 3E Hangar Storage Requirements H.A. Clark Memorial Field Short Intermediate Long Term Available Term (± 5 Years) Term (± 10 Years) (± 20 Years) Hangar Positions T-Hangars 2 8 12 18 Conventional 7 9 10 14 Total Aircraft to be Hangared 9 17 22 32 Hangar Area Requirements T-Hangars (s.f.) 1,650 9,200 13,800 20,700 Conventional (s.f.) 19,750 41,400 46,000 64,400 Service Hangar Area (s.f.) 5,530 10,100 12,000 17,000 Total Hangar Area (s.f.) 21,400 60,700 71,800 102,100 *Available service hangar area is a portion of the available conventional hangar total.

AIRCRAFT PARKING APRON 40,700 square yards of total apron ad- jacent to the airport hangar facilities A parking apron should be provided and the airport terminal building. for at least the number of locally based The number of local tie-downs and aircraft that are not stored in hangars, apron space for the planning period is as well as transient aircraft. The air- presented in Table 3F. port currently provides approximately

TABLE 3F Aircraft Parking Apron Requirements H.A. Clark Memorial Field Short Intermediate Long Existing Term Term Term Available Need (± 5 Years) (± 10 Years) (± 20 Years) Non-hangared Based Aircraft 4 2 3 2 Busy Day Itinerant Operations 22 50 67 95 Local Ramp Positions 4 2 3 2 Transient Ramp Positions 6 13 17 24 Total Ramp Positions 31 10 15 20 26 Apron Area (s.y.) 40,700 5,600 8,400 11,200 14,600 3-18

FAA Advisory Circular 150/5300-13, various other needs. At H.A. Clark Airport Design, suggests a methodol- Memorial Field, this is accommodated ogy by which transient apron re- in a single facility located east of quirements can be determined from Runway 18-36. knowledge of busy-day operations. At H.A. Clark Memorial Field, the num- In the future, the existing terminal ber of transient spaces required was building may be needed to accommo- determined to be approximately 25 date an air tour operation as detailed percent of busy-day itinerant opera- in Chapter Two. The existing termi- tions. A planning criterion of 560 nal facility is ideally suited for an air square yards per parking space was tour operation as it contains a large used to determine future apron re- lobby area and ticket counters, and quirements. has direct access to the terminal apron. The available parking apron should be adequate through the long term, as- The methodology used in estimating suming that adequate hangar space is terminal facility needs was based available for based aircraft. upon the number of airport users expected to utilize the terminal facilities during the design hour, as well as TERMINAL FACILITIES FAA guidelines. Space requirements for terminal facilities were based on Terminal facilities are often the first providing 90 square feet per design impression of the community that air hour itinerant passenger. Table 3G travelers or tourists will encounter. outlines the space requirements for Terminal facilities at an airport pro- terminal services at H.A. Clark Me- vide space for passenger waiting, a pi- morial Field through the long term lots’ lounge and flight planning, con- planning horizon. cessions, management, storage, and

TABLE 3G Terminal Facility Requirements H.A. Clark Memorial Field Short Intermediate Long Current Term Term Term Available Need (± 5 Years) (± 10 Years) (± 20 Years) Itinerant Operations Annual 3,840 9,200 12,800 18,900 Design Hour 4 10 13 18 Passengers per Operation 1.8 2.0 2.2 2.5 Design Hour Passengers 8 18 23 32 Terminal Space (s.f.) 3,000 700 1,600 2,100 2,900 Auto Parking Spaces 25 23 49 66 96

3-19 SUPPORT REQUIREMENTS Security

Various facilities that do not logically In cooperation with representatives of fall within classifications of airfield, the general aviation community, the terminal building, or general aviation TSA published security guidelines for facilities have been identified for in- general aviation airports. These guide- clusion in this Master Plan. Facility lines are contained in the publication requirements have been identified for entitled Security Guidelines for Gen- these remaining facilities: eral Aviation Airports, published in May 2004. Within this publication, • Automobile Parking the TSA recognized that general avia- • Security tion is not a specific threat to national • 14 CFR Part 139 Certification security. However, the TSA does be- Requirements lieve that general aviation may be • Aircraft Rescue And Firefighting vulnerable to misuse by terrorists as • Perimeter Fencing security is enhanced in the commercial • Airport Maintenance portions of aviation and at other • Aircraft Wash Facility transportation links. • Aviation Fuel Storage • Utilities To assist in defining which security • Off-Airport Vehicular Access methods are most appropriate for a • On-Airport Vehicular Access general aviation airport, the TSA defined a series of airport characteristics that potentially affect an airport’s se- Automobile Parking curity posture. These include:

Vehicle parking requirements were 1. Airport Location – An airport’s also examined. Space determinations proximity to areas with over were based on an evaluation of the ex- 100,000 residents or sensitive sites isting airport use, as well as industry that can affect its security posture. standards. Vehicle parking spaces Greater security emphasis should were calculated at 50 percent of based be given to airports within 30 miles aircraft plus the product of design of mass population centers (areas hour itinerant passengers and the in- with over 100,000 residents) or dustry standard of 2.0 increasing to sensitive areas such as military in- 2.5 by the end of the planning period stallations, nuclear and chemical to account for the higher activity lev- plants, centers of government, na- els associated with an air tour operational monuments, and/or interna- tion. Automobile parking require- tional ports. ments are summarized in Table 3G.

3-20 2. Based Aircraft – A smaller num- which have more potential for dam- ber of based aircraft increases the age. likelihood that illegal activities will be identified more quickly. Air- 4. Operations – The number and ports with based aircraft over type of operations should be con- 12,500 pounds warrant greater se- sidered in the security assessment. curity. Table 3H summarizes the recom- 3. Runways – Airports with longer mended airport characteristics and paved runways are able to serve ranking criterion. The TSA suggests larger aircraft. Shorter runways that an airport rank its security pos- are less attractive as they cannot ture according to this scale to deter- accommodate the larger aircraft mine the types of security enhancements that may be appropriate.

TABLE 3H Airport Characteristics Measurement Tool Assessment Scale H.A. Clark Public Use Memorial Security Characteristic Airport Field Location Within 20 nm of mass population areas 1 5 0 Within 30 nm of a sensitive site2 4 0 Falls within outer perimeter of Class B airspace 3 0 Falls within boundaries of restricted airspace 3 0 Based Aircraft Greater than 101 based aircraft 3 0 26-100 based aircraft 2 0 11-25 based aircraft 1 1 10 or fewer based aircraft 0 0 Based aircraft over 12,500 pounds 3 0 Runways Runway length greater than 5,001 feet 5 5 Runway length less than 5,000 feet, greater than 2,001 feet 4 0 Runway length 2,000 feet or less 2 0 Asphalt or concrete runway 1 1 Operations Over 50,000 annual operations 4 0 Part 135 operations 3 0 Part 137 operations 3 0 Part 125 operations 3 0 Flight training 3 3 Flight training in aircraft over 12,500 pounds 4 0 Rental aircraft 4 4 Maintenance, repair, and overhaul facilities conducting long-term storage of aircraft over 12,500 pounds 4 4 Totals 18 Source: Security Guidelines for General Aviation Airports 1 An area with a total population over 100,000 Sensitive sites include military installations, nuclear and chemical plants, centers of government, national monuments, and/or international ports

3-21 Table 3H also ranks H.A. Clark Me- clearly illustrates the security needs morial Field according to this scale. at H.A. Clark Memorial Field. The As shown in the table, the H.A. Clark H.A. Clark Memorial Field ranking Memorial Field ranking on this scale could increase to 26 by the Long Term is 18. Points are assessed for the air- Planning Horizon with based aircraft port having more than 11 based air- levels over 26, an air tour (14 CFR craft, having a runway greater than Part 139 operation) and based aircraft 5,001 feet in length, having a paved over 12,500 pounds. runway surface, for having flight training activities at the airport, hav- Based upon the results of the security ing rental aircraft, and for having air- assessment, the TSA recommends craft maintenance capabilities. nine security enhancements for H.A. Clark Memorial Field. These en- As shown in Table 3J, a rating of 18 hancements are shown in Table 3J. points places H.A. Clark Memorial Field on the third tier ranking of secu- A review of each recommended security measures by the TSA. This rating rity procedure is below.

TABLE 3J Recommended Security Enhancements Based on Airport Characteristics Assessment Results Points Determined Through Airport Characteristics Assessment Security Enhancements > 45 25-44 15-24 0-14 Fencing Hangars Closed-Circuit Television (CCTV) Intrusion Detection System Access Controls Lighting System Personal ID System Challenge Procedures Law Enforcement Support Security Committee Transient Pilot Sign-in/Sign-Out Procedures Signs Documented Security Procedures Positive/Passenger/Cargo/Baggage ID Aircraft Security Community Watch Program Contact List Source: Security Guidelines for General Aviation Airports

Law Enforcement Support: This a liaison with appropriate law en- involves establishing and maintaining forcement agencies including local,

3-22 state, and federal. These organizations sist of, but not be limited to, airport can better serve the airport when they and local law enforcement contact in- are familiar with airport operating formation, including alternates when procedures, facilities, and normal ac- available, and utilization of a program tivities. Procedures may be developed to increase airport user awareness of to have local law enforcement person- security precautions such as an air- nel regularly or randomly patrol port watch program. ramps and aircraft hangar areas, with increased patrols during periods of Positive/Passenger/Cargo/Baggage heightened security. ID: A key point to remember regard- ing general aviation passengers is that Security Committee: This Commit- the persons on board these flights are tee should be composed of airport ten- generally better known to airport per- ants and users drawn from all seg- sonnel and aircraft operators than the ments of the airport community. The typical passenger on a commercial air- main goal of this group is to involve liner. Recreational general aviation airport stakeholders in developing ef- passengers are typically friends, fam- fective and reasonable security meas- ily, or acquaintances of the pilot in ures and disseminating timely secu- command. Charter/sightseeing pas- rity information. sengers typically will meet with the pilot or other flight department per- Transient Pilot Sign-in/Sign-Out sonnel well in advance of any flights. Procedures: This involves establish- Suspicious activities such as use of ing procedures to identify non-based cash for flights or probing or inappro- pilots and aircraft using their facili- priate questions are more likely to be ties, and implementing sign-in/sign- quickly noted and authorities could be out procedures for all transient opera- alerted. For corporate operations, tors and associating them with their typically all parties onboard the air- parked aircraft. Having assigned craft are known to the pilots. Airport spots for transient parking areas can operators should develop methods by help to easily identify transient air- which individuals visiting the airport craft on an apron. can be escorted into and out of aircraft movement and parking areas. Signs: The use of signs provides a deterrent by warning of facility bounda- Aircraft Security: The main goal of ries as well as notifying of the conse- this security enhancement is to pre- quences for violation. vent the intentional misuse of general aviation aircraft for terrorist purposes. Documented Security Procedures: Proper securing of aircraft is the most This refers to having a written secu- basic method of enhancing general rity plan. This plan would include aviation airport security. Pilots should documenting the security initiatives employ multiple methods of securing already in place at H.A. Clark Memo- their aircraft to make it as difficult as rial Field, as well as any new en- possible for an unauthorized person to hancements. This document could con- gain access to it. Some basic methods

3-23 of securing a GA aircraft include: en- This should include encouraging suring that door locks are consistently airport and line staff to ‘query’ un- used to prevent unauthorized access or knowns on ramps, near aircraft, tampering with the aircraft, using etc. keyed ignitions where appropriate, storing the aircraft in a hangar, if • Post signs promoting the program, available, and locking hangar doors, warning that the airport is using an auxiliary lock to further pro- watched. Include appropriate tect aircraft from unauthorized use emergency phone numbers on the (i.e., propeller, throttle, and/or tie- sign. down locks), and ensuring that aircraft ignition keys are not stored in- • Install a bulletin board for posting side the aircraft. security information and meeting notices. Community Watch Program: The vigilance of airport users is one of the • Provide training to all involved for most prevalent methods of enhancing recognizing suspicious activity and security at general aviation airports. appropriate response tactics. Typically, the user population is familiar with those individuals who have a Contact List: This involves the de- valid purpose for being on the airport velopment of a comprehensive list of property. Consequently, new faces are responsible personnel/agencies to be quickly noticed. A watch program contacted in the event of an emergency should include elements similar to procedure. The list should be distrib- those listed below. These recommen- uted to all appropriate individuals. dations are not all-inclusive. Addi- Additionally, in the event of a security tional measures that are specific to incident, it is essential that first re- each airport should be added as ap- sponders and airport management propriate, including: have the capability to communicate. Where possible, coordinate radio • Coordinate the program with all communication and establish common appropriate stakeholders including frequencies and procedures to estab- airport officials, pilots, businesses lish a radio communications network and/or other airport users. with local law enforcement.

• Hold periodic meetings with the airport community. 14 CFR Part 139 Certification Requirements • Develop and circulate reporting procedures to all who have a regu- 14 CFR Part 139, Certification and lar presence on the airport. Operations: Land Airports Serving Certain Air Carriers, as amended, pre- • Encourage proactive participation scribes the rules governing the certifi- in aircraft and facility security and cation and operation of land airports heightened awareness measures. which serve any scheduled or un-

3-24 scheduled passenger operation of an 30 seats. These designations are air carrier that is conducted with an shown in Table 3K. aircraft having a seating capacity of more than nine passengers. Presently, H.A. Clark Memorial Field is not required to comply with 14 CFR Under Part 139 requirements, there Part 139 as there are currently no are four classes of airports: Classes I, scheduled air carrier operations at the II, III, and IV. Airports serving all airport, nor are there any unscheduled types of scheduled operations of large operations by aircraft with more than air carrier aircraft, and any other type 30 passengers. Requirements for 14 of air carrier operations, are known as CFR Part 139 certification in the fu- Class I airports. Class II airports are ture will be dependent upon the type those airports that serve scheduled of air tour operation established at the operations of small air carrier aircraft airport. Should the air tour operation (10-30 seats) and unscheduled opera- consist of unscheduled operations by tions of larger air carrier aircraft aircraft with 30 or less passenger (more than 30 seats). Class III air- seats, then the airport will not be re- ports are those airports that serve quired to be certificated under 14 CFR only scheduled operations of air car- Part 139. However, should aircraft rier aircraft with 10-30 seats. Class with a larger seating capacity be used, IV airports would be those airports or there are scheduled operations by serving only unscheduled air carrier aircraft with more than nine passen- operations in aircraft with more than ger seats, then the airport would be required to be certificated.

TABLE 3K Proposed Part 139 Airport Classifications Proposed Airport Class Type of air carrier operation Class I Class II Class III Class IV Scheduled Large Air Carrier Aircraft X Unscheduled Large Air Carrier Aircraft X X X Scheduled Small Air Carrier Aircraft X X X

Aircraft Rescue and be certificated under 14 CFR Part 139; Firefighting (ARFF) therefore, there is no requirement now for ARFF equipment or facilities. The requirements for Aircraft Rescue However, the City has acquired an In- and Firefighting (ARFF) equipment dex A ARFF vehicle and plans to con- and services at an airport are deter- struct an ARFF storage facility in mined by whether the airport is re- 2006. quired to be certificated under 14 CFR Part 139 and the size of the aircraft. The Index A ARFF vehicle will allow As discussed above, H.A. Clark Memo- the airport to serve scheduled or un- rial Field is presently not required to scheduled operations by air carrier

3-25 aircraft less than 90 feet in length. It • Causes a delay to obtain access to a is not anticipated that aircraft greater facility, thereby increasing the pos- than 90 feet in length will be operat- sibility of detection. ing at the airport; therefore, the existing ARFF vehicle and facility should • Creates a psychological deterrent. be sufficient to meet the future ARFF needs of the airport through the plan- • Optimizes the use of security per- ning period. sonnel while enhancing the capabilities for detection and apprehen- sion of unauthorized individuals. Perimeter Fencing • Demonstrates a corporate concern Perimeter fencing is used at airports for facility security. to primarily secure the aircraft operations area. The physical barrier of pe- • Provides a cost-effective method of rimeter fencing provides the following protecting facilities. functions: • Limits inadvertent access to the • Gives notice of the legal boundary aircraft operations area by wildlife. of the outermost limits of a facility or security-sensitive area. The airport perimeter at H.A. Clark Memorial Field is equipped with 6-foot • Assists in controlling and screening chain-link fencing with three-strand authorized entries into a secured barbed wire on top. An automated area by deterring entry elsewhere gate is located southeast of the Avia- along the boundary. tion Services of Northern Arizona facility. Five manual access gates are • Supports surveillance, detection, located in various locations around the assessment, and other security perimeter of the property. The exist- functions by providing a zone for ing perimeter fence is adequate and installing intrusion-detection should be maintained through the equipment and closed-circuit tele- planning period. vision (CCTV).

• Deters casual intruders from pene- Airport Maintenance Building trating a secured area by present- ing a barrier that requires an overt Presently, there is not a dedicated air- action to enter. port maintenance facility. When maintenance needs to be performed on • Demonstrates the intent of an in- any of the facilities, equipment is truder by their overt action of gain- brought in from existing City facilities ing entry. off airport property. A facility for gen-

3-26 eral maintenance activities would as- cal service. Water is provided by the sist in the cost-effective and time- City of Williams using the on-airport efficient maintenance of the airport. water tank. Septic systems are in Consideration should be given to de- place for sanitary sewer requirements. veloping a permanent maintenance facility on the airport. The alterna- Utility extensions to new hangar areas tives analysis will examine optimal will be needed through the planning locations for the construction of a period, as well as the availability of maintenance building. sanitary sewer connections to City waste water treatment plants and a connection to City water supply sys- Aircraft Wash Facility tem.

Presently, there is not a designated aircraft wash facility on the airport. Off-Airport Access Consideration should be given to establishing an aircraft wash facility at The airport has a single public access the airport to collect aircraft cleaning point located on the east side of the fluids used during the cleaning proc- airport. Aviation Drive currently ess. serves as the airport access road. This should provide adequate access capacity throughout the planning period. Aviation Fuel Storage

All fuel storage at the airport is pri- On-Airport Access vately-owned and operated. Fuel storage currently totals 8,000 gallons Private vehicles regularly use the in a single above-ground tank for apron and taxilanes for movement as 100LL Avgas fuel. there is no dedicated interior access road. The segregation of vehicle and Growth in operations and based air- aircraft operational areas is supported craft will not significantly impact fuel by FAA guidance established in June storage requirements. With the exist- 2002. FAA AC 50/5210-20, Ground ing storage mix, the airport will be Vehicle Operations on Airports, states, able to maintain a two-week supply of “The control of vehicular activity on 100LL Avgas. A Jet A storage tank the airside of an airport is of the high- should be added in the short term to est importance.” The AC further facilitate future turbine operations. states, “An airport operator should limit vehicle operations on the movement areas of the airport to only those Utilities vehicles necessary to support the operational activity of the airport.” Electrical and water services are available at the airport. Arizona Pub- Service roads are typically used to lic Service Company provides electri- segregate vehicles from the aircraft

3-27 operational areas. The alternatives Clark Memorial Field through the analysis will examine options for inte- long term planning horizon. A sum- rior access roads to serve hangar fa- mary of the airfield, and general avia- cilities as well as a service road ex- tion facility requirements are pre- tending around the runway and air- sented on Exhibit 3C and 3D. port perimeter for airport maintenance vehicles. Following the facility requirements determination, the next step is to develop a direction for development to SUMMARY best meet these projected needs. The remainder of the Master Plan will be The intent of this chapter has been to devoted to outlining this direction, its outline the facilities required to meet schedule, and its costs. aviation demands projected for H.A.

3-28 EXISTING FACILITY SHORT TERM NEED LONG TERM NEED 04MP12-3C-4/17/06 RUNWAYSRUNWAYS Runway 18-36 Runway 18-36 Runway 18-36 6,000' x 100' 6,000' x 100' 8,000' x 100' Airport Reference Airport Reference Airport Reference Code B-III Code B-II Code B-II 30,000 # Single Wheel Loading 15,000 # Single 15,000 # Single Wheel Loading Wheel Loading 60,000 # Dual Wheel Loading TAXIWAYSTAXIWAYS Taxiway A Taxiway A Runway 18-36 5 Exits 50’ wide Add: High Speed Exit 35' Wide Exit Taxiways - 50’wide Holding Apron

NAVIGATIONALNAVIGATIONAL Automated Weather Automated Weather Automated Weather AIDSAIDS Observing System Observing System Observing System Runway 18-36 Runway 18-36 GLS-RWY 36 GLS-RWY 36 APV-RWY 18 APV-RWY 18 APV - Approach Procedure with Vertical Guidance GLS - Global Navigation Satellite System Landing System LIGHTINGLIGHTING ANDAND Airport Beacon Add Medium Medium Intensity MARKINGMARKING Segmented Circle Intensity Taxiway Taxiway Lights Basic Taxiway Marking Lights Runway 18-36 Runway 18-36 Add Precision Precision Approach Runway 18-36 Markings - RWY 36 Path Indicator-2 Add Distance MALSR: Medium Non-Precision Markings Remaining Signage Intensity Approach Runway End Precision Approach Lighting Systeym w/ Identifier Lights Path Indicator-4 Medium Intensity Runway Alignment Runway Lights Lighting

Exhibit 3C AIRFIELD REQUIREMENTS 04MP12-3D-4/17/06

Aircraft Storage Hangar Requirements Aircraft to be Hangared 9 17 22 32 T-Hangars 2 8 12 18 Conventional Hangar Positions 7 9 10 14 T-Hangar Area (s.f.) 1,650 9,200 13,800 20,700 Conventional Hangar Storage Area (s.f.) 19,750 41,400 46,000 64,400 Maintenance Area (s.f.) 5,530 10,100 12,000 17,000 Subtotal Conventional Hangar Area (s.f.) 19,750 51,500 58,000 81,400 Total Hangar Area (s.f.) 21,400 60,700 71,800 102,100

Aircraft Parking Apron Requirements Single, Multi-Engine Transient Aircraft Positions 16 13 17 24 Apron Area (s.y.) 11,000 7,300 9,500 13,500 Locally-Based Aircraft Positions 15 2 3 2 Apron Area (s.y.) 29,700 1,100 1,700 1,100 Total Positions 31 15 20 26 Total Apron Area (s.y.) 40,700 8,400 11,200 14,600

Transient Passenger Terminal Facilities General Aviation Terminal Building Area (s.f.)3,000 1,600 2,100 2,900 Other Facilities Aircraft Aircraft Aircraft Aircraft Wash Rack Wash Rack Wash Rack Rescue and Jet-A storage Jet-A storage Jet-A storage Firefighting Facility Maintenance Maintenance Maintenance Facilty Facilty Facilty Helicopter Helicopter Helicopter Parking Spaces Parking Spaces Parking Spaces

Exhibit 3D LANDSIDE FACILITY REQUIREMENTS